Oil-engine.



'- Nu. 740,195. PATENI'ED SEPT. 29, 1903.

H. SOEILDNER. OIL ENGINE.

APPLIGkTIOR FILED JAN. 5, 1903. H0 MODEL. 4 SHEETS-SHEET 1.

WITNESSES: v INVENTOH MW I 2" y Tm: Norms PETERS co, Puowuwo,WASHINGTON. 0. av

No. 740,195. PATENTED SEPT. 29, 1903.

H. SOELDNER.

OIL ENGINE.

APPLIGATIOH nun mu. 5. 1903. 7 x0 menu. I 4 'snnn'rs-snsn'r 2.

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no. 740,195. PATENTED SEPT. 29, mos.

' H. SOELDNBR OIL ultima- LPPLIOATIOH FILED JAN. 6, 1903. 4 K0 MODEL. 4SHEETS-SHEET 3. I

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UNITED STATES l atented $eptember 22, 190i;

PATENT OFFI E.

OIL-ENGINE.

SPECIFICATION forming part of Letters Patent No. 740,195, datedSeptember 29, 1905.

Application filed January 5. 1903. Serial N 'o. 137,818. (No model.

Engines, of which the following is a specifi c'a tion.

The invention relates to improvements in oil-engines; and it consists inthe novel features, arrangements, and combinations of parts hereinafterdescribed, and particularly pointed out in the claims.

The object of the invention is to produce an entirely eflicientoil-engine of simple and comparatively inexpensive characterand' adaptedfor marine and other uses. I

The invention will be fully understood from the detailed descriptionhereinafter presented,

reference being had to the accompanying drawings, in which- Figure l isa front elevation, part-1y broken. away, of an oil-engine constructedin.accord-- ance with and embodying the invention. Fig.

2 is a vertical section of. same on the dotted line 2 2 of Fig. 1. Fig.3 is adetached elevation of the governing mechanism. Fig. 4 is anenlarged detached elevation of a checkvalve for admitting air to thecrank-chamber.

of the engine. Fig. 5 is an enlarged detached longitudinal section ofthe nozzle and its parts through which the oil in the form' of a dryvapor is admitted to the chamberin the head" Figs. 6 and 7 are enlargedof the cylinder. detached views of the deflector at the discharge end ofsaid nozzle. Fig. 8 is a side view of the engine looking at theright-hand side of Fig. 1. Fig. 9 is a vertical section of same on thedotted line 9 9 of Fig. 8; and

Fig. 10 is a detached top view of the govern ing devices and pump, thisfigure being partly in section through the main wheel on thedriving-shaft of the engine.

In the drawings, designates the cylinder of the engine; 21, the pistontherein; 22, the piston-rod; 23,the crank-chamber; 24,0ne section of themain shaft; 25,.the other section of said shaft; 26, correspondingcounterbalancedisks secured upon the facing ends of the shaft-sections2t27, a pin connecting said disks 26 and upon which one end of thepistonrod 22 is secured; 28, a wheel on the shaft-sec tion 24 and fromwhich the pump-plunger and governing devices'receive their motion, and29 a chambered cylinder-head fitted to the cylinder'2O and receiving thedischarge end of the nozzle, (numbered, as a whole, 30,) through whichthe oil is delivered to the chamber of said head 29 and which by thecustomary pipe connection is supplied with the oil from a pump 31, alsoof usual construction.

The cylinder 20 is mounted over the crankchamber 23 and is open at itslower end, while at its upper end said cylinder 20 is closed by the head29, whose edges are socured upon the upper edges of said cylinder andwhose middle portion fits within the interior of the upper end of saidcylinder and is formed at one side with the dome 32, which is wider inone horizontal diameter than in the opposite horizontal diameter, asindicated in Figs. 2 and 9. The nozzle 30 passes through the upper endof the cylinder 20 and has its discharge end within the dome 32 aboutmidway of the height of said dome.

The cylinder 20 is formed with a port or passage 33, leading from theinterior of the crank-chamber 23 toa point above the piston 21 when thelatter is in its lower position, as shown in Fig. 2, and opposite to theupper end ot the air-port 33 is provided an exhaustport 3st, the latteralso being in a position to appear above'the piston 21 when the latteris in -its lower position.

The piston 2i is or cup form or hollow, and the piston-rod 22 ispivotally connected with it by means of a suitable transverse pin 35, asclearly illustrated. The lower end of the piston-rod 22 has a suitablebearing 36 connected with it, as shown in Fig. 2, and this hearing 36 ismounted upon the crank-pin 27,

by which't'he counterbalance-disks 26 are at one side of theshaft-sections 2425 connected together, so that during the operation ofthe engine the piston-rod 22, crank-pin 27, disks 26, and shaft-sections24 25 may have simuled together, so as to form the complete-chamher 23,inclosing the counterbalance-disks 26, the counterbalance-disks 26substantially filling the interior of the chamber 23, but not so fullyas to prevent air from entering said chamber. It is my purpose thatsufficient air shall-enter the chamber 23 during each upstroke of thepiston 21 to insure the proper operation of the engine, as hereinafterdescribed, and hence at one side of the chamber 23 I provide anautomatic check-valve 39, adapted to open inwardly under the suctioncreated by the upward movement of the piston 21 and then close outwardlyduring the descent of said piston against the flanged edges of the plate40, carrying said valve 39. The valve 39 may be of any suitableconstruction, and I illustrate it as being a leather disk slightlystiffened by means of radial Wires 41,Fig. 4,and a circular wire42, towhich the outer ends of said radial wires are fastened. The purpose ofthe wires 41 42 is to stiffen the leather disk and impart to the sameatspring action tending to cause the disk to close against the plate 40.The valve 39 is an ordinary check-valve, and my invention is not limitedto any special construction of the check-valve 39 for opening inwardlyto admit air during the upstroke of the piston 21 and moving outwardlyto close against its seat after the suction created by the piston 21 hasceased to exist.

The lower and upper sections 37 38 of the crank-chamber 23 are formedwith bearings for the shaft-sections 24 25, as shown in Fig. 9, and uponthe outer end of the shaft-section 24 is keyed a fly-wheel 28.

The nozzle 30 is supplied with the oil through a pipe 43 from the pump31, and said nozzle comprises the outer cap-section 44, the intermediatesection 45, which enters the wall of the cylinder 20, and the innerpointsection 46, containing a central bore receiving the plug 47, thelatter closely fitting the bore of said section 46 and having at oneside of its outer end the deflecting-lip 48, (more clearly representedin Figs. 6 and 7,) by which the vapor is caused to discharge upwardly,downwardly, and laterally at one side of the chamber formed within thedome 32, and this special manner of discharging said vapor I deemimportant in securing the best results from the engine. The plug 47'atone edge is formed with the longitudinal channel 49, into which thespirally-arranged crossing channels 50 enter, it being the purpose ofthe plug 47 to close the discharge end of the nozzle 30, except at thepassage 49, which is fed from the spiral passages 50 and terminates atthe central portion of the deflecting-lip 48. Within the interior ofthenozzle 30 are formed the passages 51 52 for the oil, and intermediatethe facing ends of said passages is provided a ball-valve 53, whichunder the action of the pump 31 may move from its seat against thestress of a spring and allow the flow of the oil from the passage 51 ofthe Section 45 into the passage 52 of the section 46, said ball-valve 53automatically closing againstits seat when not subjected to the actionof the pump 31.

The pump 31 is mounted upon the upper left-hand box for theshaft-section 24, and the plunger-rod 54 of this pump, which is of theusual character, is operated, through suitable devices to be hereinafterdescribed, from the fly-wheel 28, the said rod 54 having its outer endprojected through an opening in a supporting and guiding frame 55 (moreclearly shown in Fig. 10) and being provided with a coiled spring 56,normally pressing said rod 54 outwardly. Encolnpassing the hub of thewheel 28 is arranged a frame 57, whose upper portion, as shown in Figs.9 and 10, contacts with the outer end of the plunger-rod 54, and whoselower portion, as shown in Fig. 9, is formed with an arm 58, which ispivotally secured to a bracket-arm 59, extending outwardly from theengine structure.

The frame 57 is adapted to have a pivotal movement from the pivot orhinge 60 and by its movement in one direction to drive the plunger-rodinwardly for the purpose of supplying the requisite quantity of oil witheach rotation of the fly-wheel 28 to the nozzle 30, it being understood,of course, that only a small quantity of the oil is driven into thenozzle 30 at each rotation of the wheel 28. The frame 57 is movedinwardly against the plunger-rod 54 by means carried by the fly-wheel 2Sand is moved outwardly in a direction from the pump 31 by the action ofthe rod itself under the influence of the coiled spring 56 thereon. Itmay be mentioned, however, that I provide means for manually operatingthe frame 57, this being desirable during the first starting of theengine into operation, and in Fig. 10 it will be seen that the frame 57is provided with a rod 61, extending through a portion of the frame 55and having at its outer end a nut 62, between which and a shoulder onthe frame 55 is disposed the inner end of a hand-lever 63. By workingthe hand-lever 63 the frame 57 may be caused to operate the pump-plunger54,and looking at Fig. 10 it will be seen that if the outer end of thelever 63 is moved toward the left its inner end, acting through the nut62 and rod 61, will pull the frame 57'against the end of the plunger 54,driving the latter inwardly, and that then the pressure on the lever 63being released the spring 56 will restore the plunger-rod, frame 57, andlever 63 to their normal position shown. The device 64 is simply alatch, which may be referred to hereinafter. ger-rod is actuated, hasthe upper curved or cam surface 65, whereat said frame receives theimpact of the devices carried by the flywheel 28, which operate it.

Secured upon the inner face of the tlywheel 28 and encircling the hub ofsaid wheel isapplied a frame 66, having at its opposite sides theconcentric slots 67 to receive the bolts 68, by which the frame 66 issecured to said The frame 57, by which the plun-' IIO ,28 to act on saidarm'72.

fiy-wheel 28. The object of the slots 67 is-to enable the adjustment ofthe frame 66 onthe line of a circle, as may-be required. 'The frame 66at one end of its upper portion has hinged to it upon a bolt 69, Fig. 3,a bar 70, carrying at its outer end a roller 71, which during therotation of the fiy-wheel 28 passes against the cam-surface of the frame57 for moving said frame inwardly against and to actuate the plunger-rod54.

To the frame 66 is-pivotally secured a le ver-arm 72, Fig. 3, to whichis pivotally connected a sliding wedge plate or cam 73, whose inner endis adapted to pass between the upper bar of the frame 66 and theadjacent side of the roller 71 for the purpose of pressing said roller71 outwardly toward the frame 57, with which said roller codperates. Theplate 73 is guided in its movement on a screw 74, which enters a slot insaid plate, as shown in Fig. 3, and serves to support and guide theouter end or wedge portion of said plate. The plate 73 receives itssliding motion from the lever-arm 72, and the upper end of the arm 72 isgiven a normal spring tension in a direction toward the roller 71 bymeans of a spring 75, secured at one end to said lever 72 and at theother end upon the bolt 69. Upon the upper bar of the frame 66 ispivotally mounted a governor-arm 76, having a leg member 77, upon whichis applied an adjust-able weight 78. The Y upper portion of thegovernor-arm 76 is formed with outwardlyturned'lugs 79 80, which extendalong the inner edges of the lever-arm 72 and are adapted during therotation of the fly-wheel The position of the cam-plate 73 with respectto the roller 71 governs the action of said roller against thecam-surface 65 of the frame 57, and hence the cam-plate 73 in respect ofits position with relation to the roller 71 will aifect the action ofthe pump-plunger 54:. The relation of the plate 73 with respect to theroller 71 will varywith the speed of the fly-wheel 28 and the positionof the weight 78 on the leg 77 0fv the governor-arm 7 6. During therotation-of the wheel 28 the centrifugal action will tend to actuate thegovernor-arm 76, and any move ment outward or inward of the governor-arm76 will aifeot the position of the lever-arm 72,

the spring constantly drawing said leverarm 72 against one or the otheror both lugs 79 80 of the governor-arm. Normally thetension of thespring 75 will be about counterbalanced by the weight 78, allowing thelever 72 to maintain the plate 73 in an initial rela-- tion to theroller 71; but with an increase of speed in the fiy-wheel-28-thegovernor-arm 76 will turn outwardly and cause the lug 80 thereof to movethe arm 72 outwardly against thestress of the spring- 75, this actionwith-' smaller quantity of the oil to the nozzle 30, the

amount of fuel supplied for running the en-' gine being thus reduced.lVhen the wedge or cam end of the plate 73 is entirely withdrawn frombehind the roller 71, the latter will no toward the ring or cam frame57, with the resuit of increasing the movement of the pump- .plunger 54and likewise increasing the quantity of oil delivered by the pump 31 tothe nozzle 30. A regulated feed of the oil to the nozzle 30 isthussecured, and the weight 78 on the governor-leg 77 may be adjusted tosuit the desired speed for the engine;

Preliminary to starting the engine the head 29 must be heated, so thatthe first oil-supply through the nozzle 30 will vaporize when injectedinto'the dome 32 of said head. After the head 29 has been sufficientlyheated for the purpose indicated the operator will start the flow of oilfrom the pump 31 by giving the hand-lever 63 a few strokes, and then hewill give the fly-wheel 28 a rotation. It may be here stated that thewheel 28 maybe rotated in either direction, since the engine willoperate with entire satisfaction in both directions without alterationor change in its parts.

During the upstroke of the piston 21 a slight I vacuum will be formed inthe crank-chamber 23 suificient to open the air-check valve 39 andpermit the air to fill into said chamher. On the following downstroke ofthe piston 21 the latter will compress the air be- IOC the oppositesideof the deflector-plate 81 and escaping through the exhaust 34,cleaning out the dome and upper end ofthe cylinder and filling thelatter and the dome 32 with fresh air.

When the piston-head'again moves to its upper position, it compressesthe fresh airin the dome 32 and upper end of the cylinder, and when thesaid piston has reached its highest point and is ready to again movedownwardly the pump-plunger 54 acts to deliver a small quantity of oilthrough the sections of the nozzle 30, this causing-the discharge ofthevapor at the plug 47 and resulting in the usual ex plosion. The lip48 of the plug 47 causes thesaid vapor to. be deflected upwardly,downwardly, and laterally at one side of the cham-' her in the dome 32,leaving the fresh air on the other side of said chamber to coact withthe said vapor in a very perfect manner. The operation of the piston 21will be repeated with every rotation of the wheel 28, and after a fewexplosions at the point of the nozzle the discharge end of this nozzlewill attain a red heat, which will be maintained by the successiveexplosions. The vapor discharged at the plug 47 ignites the moment itmeets the compressed air in the head 29. The ignition of the vapor ismade positive by the compression of the air in the chamber of the dome32, and on each downstroke of the piston 21 the remains of the explosionor ignition are swept from the dome 32 and upper portion of the cylinder20 in the manner above described by the fresh air ascending through theport 33 and exhausting through the port 34.

The engine may be stopped by turning the latch 64, Fig. 10, over uponthe inner end of the lever 63 and the shoulder of the frame 55,

. 63 inits the'ninner position against the nut 62.

The check-valve 39 is shown as being in the wall of the chamber 23; butit is obvious that I may locate said valve elsewhere at a point fromwhich the air may be admitted to below the piston.

The engine hereinbefore described, both in its operation and in theconstruction and arrangement of its parts, possesses a number ofadvantages, and among these it may be mentioned that the oil or vapor isonly discharged into the chamber of the dome 32 when the piston is inits upper position and is, with the crank-pin 27, ready to descend onits working stroke, whereby preignition is entirely avoided. The fullefficiency of the ignition in driving the engine is secured and thepower of the engine is not consumed in carrying the piston upwardlyagainst the resistance due to the ignition when the latter takes place,as it does in many engines in the prior art, before the piston hasattained its sired moment, and in the present case the desired momentfor the ignition to take place is under absolute control, the dischargeof the oil into the dome 32 being timed with the action of the piston;In the use of my engine only enough oil is admitted at a time into thedome 32 for one ignition of sufficient power to give the piston itsproper action, and hence there is no waste of fuel to be swept outthrough the discharge-exit 34. 'It will be observed on reference to Fig.2 that the deflector-plate 81, carried by the piston, is below and atone side of a centralvertical line through the chamber in the dome 32and that the lower end of this chamber is open, and the result of suchconstruction and arrangement is that at the termination of eachdownstroke of the piston the air entering through the port 33 andstriking the deflectorplate 81 will be caused to pass upwardly along oneside of the cylinder and said chamberand down the opposite side thereofto the discharge-port, efiectually cleaning out both said cylinder andchamber. The walls of the ignition-chamber in the dome 32 divergedownwardly and outwardly, and this not only aids the incoming air toclean out said chamber, but at the time of ignition directs the lines offorce against the piston in a manner increasing the efficiency of theengine. The entire cylinder-head 29, within which the dome 32 is formed,is of advantage. It sets downward into the end of the cylinder and formsthe dome 32 at one side of its center, leaving an abundant surface atthe left-hand side of said dome (looking at Fig. 2) to be heated byexternal means preliminary to starting the engine, said surface beingopposite to the discharge end of the nozzle 30 and in position to actupon the oil-vapor forced therefrom. The setting of the head 29 withinthe end of the cylinder and the disposal of the dome 32 at one side ofthe center thereof also results in two further advantages, one beingthat the nozzle 30 may be given the minimum length, especially in thatpart thereof extending inwardly from its ballvalve, and the other beingthat said nozzle may extend through both the wall of the cylinder andthe side of the dome 32, said noz zle at its outer portion being firmlyheld in the wall of the cylinder and at said portion receiving thecooling effect of its contact with said wall, which as usual iswater-jacketed, while the inner portion of said nozzle extends through afree aperture in the side of the dome 32, as shown in Fig. 2, thisaperture serving to form a chamber around the nozzle and exposing thelength of the discharge'section of the nozzle to the action of the heatof the chamber within the dome 32. I desire also to call attention tothe fact that the oil unmixed with air is forced in regulated chargesdirectly into the ignition-chamber of the dome 32 and that the engine asa whole is substantially valveless and devoid of complexity.

The fuel I prefer to employ for the engine is 150 water-whitekerosene-oil.

The fuel feeding and governing means hereinbefore described are notclaimed herein, but are to be made the subject of a separate applicationfor Letters Patent. V

What I claim as my invention, and desire to secure by Letters Patent, is

1. In an engine of the character described, the piston, the cylinderhaving the explosionchamber at its outer end, the inlet-nozzle for thevapor to said chamber, means for admitting air to the outer portion ofthe cylinder after the piston recedes therefrom to be compressed intosaid chamber on the succeeding outstroke of the piston, and an exhaustfrom said cylinder,'said nozzle having in its discharge end the plug 47provided at one side with the outlet 49 and the deflecting-lip 48,combined with means for feeding the oil, and a driving-shaft operativelyconnected with said piston; substantially as set forth.

2. In an engine of the character described, the piston, the cylinderhaving the explosionchamber at its outer end, the inlet-nozzle for thevapor to said. chamber, means for supplying the air, and an exhaust,said nozzlecomprising the sections 45, 46 having the pas sages51,52,13he valve 53 intermediate said passages and the plug 47 withinthe discharge end of said section 46 and having the several channels 50and longitudinal channel 49-,

combined with means for feeding the oil,.and

